Hydraulic brake



Sept. 22, 1936. A. A. LANE HYDRAULIC BRAKE 3 Sheets-'Sheet l Filed' Sept. 18', 1934 Sept. 22, 1936. A. A. LANE HYDRAULIQBRAKE Filed Sept. 18, 1934 5 Sheets$heet 2 Sept. 22, 1936. A. A. LANE HYDRAULIC BRAKE Filed Sept. 18, 1954 3 Sheets-Sheet 3 I r I 4 Patented Sept. 22, 1936' UNITED; STATES HYDRAULIQ BRAKE Abbott A. Lane,

County, Pa., assignor veiopment Company, Pittsburgh,

poration of Delaware Hara. Township, Allegheny to Gulf Research & De-

Pa., a cor- Application September 18, 1934, Serial No. 144,515 10 Claims. (01.188-90) This invention relates to hydraulic brakes and more particularly to improvements in that class of fluid-frictionbrakes wherein a rotor, actuated by the element to be braked, rotates within a stator, the stator forming a liquid holding chamber around the rotor and the rotor acting to circulate liquid through said chamber and through a liquid reservoir and wherein the braking resistance is 7 determined by the head of fluid acting on the 10 brake inlet; and it comprises in such a brake means for introducing liquid from the reservoir to the chamber when the brake is applied and for quickly draining the chamber of liquid when the brake is released; it further comprises in combi- 1 nation with such means a clutch acting between the rotor and the element to be braked: and it further comprises means for engaging theclutch before introducing liquid to the chamber when applying the brake and for drainingthe chamber of liquid before disengaging the clutch'when 2 releasing the brake; all as more fully hereinafter set forth and as claimed.

Heretofore brakes of the general class described many advantages over the usual mechanical friction brakes is nevertheless limited by certain objectionable features.

herein have been mostly used as dynamometers for laboratory testing and breaking in of engines.

Recently, however, through some modification,

-- this type of brake has been used to relieve mechanical friction brakes from heavy duty on the sand reels and bull wheels of drilling rigs and the like.

' Testing laboratories are usually plentifully supplied with water and in laboratory installations of this type of apparatus the head of water, applied to'the brake is usually controlledby a valve in the water supply line; the discharge from the brake being customarily led to the sewer. However, this large wastage of water is not practical for oil field applications or other installations where the supply of water is limited. In the more recent oil 40 field applications brakes of this type have been installed with a water supply tank of relatively large capacity in communication with the brake through connections from the bottom of the supply tank to the brake inlet and connections from the brake outlet to a standpipe projecting from the top of the tank. In such installations thetop .of the tank is set level with the bottom of the brake casing and completely filledwith water, while'the head of water acting on the brake isdetermined by the level of the water in the standpipe. ,As the resistance to rotation produced. by

the brake is directly proportional to the head of water acting on the inlet at any given speed of rotation, it is expedient to provide means for varying the level of water in the standpipe to afford control of the resistance 'produced by the brake. This has been accomplished by providing a 3-way valve connected respectively to the water supply line, to waste and to a drain in the brake casing fixed at such a level as to drain the casing com- 5 pletely. v With this valve the operator can, at will, feed a relatively small amount of water into the closed circuit and cause the level of water in the standpipe to be raised with the result that the resistance of the brake is raised at any given speed. When a load is being hoisted, the rotor will.

be revolved'in'a direction opposite to that occurring in the braking operation, and while this rotation causes less resistance from the liquid, owing to the shape of the rotor and casing elements, nevertheless it is desirable to drain the casing completely of water in order to completely eliminate fiuiddriction. To do this, the operator may position the 3-way valve so as to connect the drain from the casing with the waste outlet, the liquid wasted amounting in some instances to about 12 gallons. 1

The installation just described while having One disadvantage is that in order to increase the static head operating on the. brake inlet, water must be led into the system through a relatively small pipe under existing pressure, with the result that such an operation is slower than desirable. Likewise, to decrease the head the system must be drained by gravity which not only takes more time than is desirable but results in a waste of water.

The dynamometer type of brake has not previously been found applicable to high speed work such as braking of automobiles, high-speed hoists, etc., because of the disadvantage that at high speeds when the brake is not applied and it is desirable that there be no resistance to rotation, 40 the rotor of such a brake causes considerable resistance by dragging through air. Such resistance requires an increased expenditure of power which is costly and impra tical.

In addition, the dynamometer type of brake has not previously been applicable to automobiles or other vehicles because of the large wastage of liquid required for intermittent operation and consequent need for unlimited supply.

Among the objects of the present invention is the provision of a water reservoir in connection with the type of brake described with means cooperating with the system so that the head of liquid operating on thebrake inlet may be raised 6 fore possible.

Another object is the provision of means whereby lowering of the head may be accomplished without loss of water from the system.

A. further object is the provision' of means whereby in high speed work the rotor of the brake may be disengaged from the element to be braked when the brake is not applied.

In the present invention these and other'objects are attained by the provision of a large water reservoir or tank; the 'lower portion of which communicates with the inlet of the brake and the upper portion of which communicates with the'brake outlet. The reservoir is provided in its interior with a movable displacement body which may be raised or lowered within the reservoir and the reservoir is so disposed with respect to the brake that when the displacement body is raised to its uppermost position the level of the water in the reservoir is below the level of the inlet to the casing of the brake. By lowering the displacement body within the reservoir .the water is displaced, and consequently rises around the displacement body causing the static head on the brake inlet to be raised. In operation, the water level, and hence the resistance, may be varied almost instantaneouslybetween zero and maximum by lowering or raising the displacement body, and when a load is being hoisted (as for instance in the application of my device to drilling rigs), and the rotor is revolving in an opposite direction to that when acting as a brake, the

brake casing may be completely drained by raising the displacement body in the reservoir thereby permitting the water in the brake casing to run back into the tank, and ciable saving of water.

In application to high speed devices the brake providing an appre is modified by the provision of a clutch of any suitable type acting between the brake rotor and the element to be braked so that when not in use the brake rotor may be disengaged and undesirable resistance overcome. Advantageously, means are provided for actuating the clutch and displacement body at predetermined intervals so that when the brake is applied the clutch first causes the rotor to rotate and then liquid is introduced into the casingto raise the braking resistance on the rotor. In releasing the brake the actions arereversed, the liquid first being drained from the casing and the clutch then being disengaged.- When the brake isa-pplied to automobiles the actuating means just described may well be a single pedal connected by a series ,of links to both the lever for moving the clutching element and the, lever for moving the displacement body in such'a manner that initial movement of the pedal will causethe clutch to engage, while movement of the displacement body is delayed until such engagement takes place after which further movement of the brake pedal causes the displacement body to displace'liquid from the reservoir into the brake casing. When the pedal is released the actions are reversed.'

In the accompanying drawings illustrating 'more or less diagrammatically two forms of. a specific embodiment of my invention.

Fig. 1 is a sectional elevation of .braking apparatus embodying my invention and showing the action of the displacement body in the water reservoir;

Fig. 2 is a front elevation,

partly broken away, illustrating the method inwhich the brake casor lowered'more rapidly than has been hereto ing is mounted 0 its support and the appearance of. the brake roto ihwithin the casing; 5

Fig. 3 is a section through the pockets along the line 3-3 of Fig. l;

Fig. 4 is an elevation partly in section of a modified form of my invention wherein the brake is shown in its application to an automotive vehicle and a clutch is provided between the rotor and the element to be braked;

Fig. 5 is an elevation of an advantageous mechanism for actuating the clutch and displacement body shown.- in Fig. 4 at predetermined intervals according to my invention;

Fig. 6 isa side view partly in elevation, partly in vertical section of a modified form of the apparatus of Fig. 4, having two reservoirs;

Fig. 7 is a rear view partly in vertical section, partly in elevation, of the apparatus of Fig. 6; and

Fig. 8 is a side elevation in reduced scale of the rotor shown in Fig. 4, illustrating more completely the configuration of the rotor blades.

Referring to the drawings, and particularly to Figs. 1-3, reference character i denotes a shaft of the element to be braked. Mounted on the shaft is a brake rotor 22,- the hub 3 of which is slidably mounted on the shaft i and keyed thereto by key t. A casing or stator 5 enclosing the from each other by the partitions In which are in the form of vanes inclined so as to be opposed to the direction of rotation. Liquid is introduced into the brake through inlet H and flows into the pockets 9. Owing to the shape of the vanes it, on the rotor and rotation of the latter, liquid is carried around the casing and discharges through pipe l2 which conveys it into a, reservoir or tank is. The stator or casing 5 0i the brake is prevented from revolving by means of the bars It, which also serve to support the brake. In operation, cool liquid from reservoir i 3 is intro duced through inlet ll into casing 5 where it is acted on by the rotor and. carried to the discharge pipe !2. During passage through the brake, the liquid becomes heated while dissipating energy and this heat is carried away by circulation of the liquid between the reservoir and liquid into the brake and as the flow of liquidis controlled by the static head on the brake established by the level of the liquid in the reservoir, the resistance of the brake may be varied from substantially nothing to maximum by properly varying the level of liquid in the reservoir.

According to my invention, a movable displace.- ment body is disposed within the reservoir l3 in such a manner as -to be readily and quickly raised or lowered; for example, by means of a lever iii pivotally supported on a fulcrum I1 and connected to the displacement body through a. pivoted link l8. Any suitable means (not shown) may be employed for fixing the lever in adesired position. The displacement body is so arranged with respect to-the liquid in the reservoir that at its uppermost'position, as shown in full lines in Fig. l, the liquid level-in the reservoir will be On the sides position, as shown in dotted lines in Fig.1, the

liquid level in the tank will establish the maximum desired static head differential between this level and the inlet to the brake casing.

Enough clearance is-provided between the displacement body l5 and the reservoir I! to permit ready circulation of water between the pipe i2 and pipe ll.

Thus, I have provided means by which the resistance of the brake can be varied quicklyand in predetermined amounts over a wide range.

In order to replenish liquid lost in evaporation, etc., there is provided in inlet line H a three-way union I9 having a fitting |9A to which a hose or pipe may be coupled. A one-way valve (not shown) in fitting |9A permits ingress of liquid to the inlet H, but prevents escape of liquid from the system through the fitting ISA." Additional liquid is advantageously introduced through fitting may be supplied from any convenient source (not shown) under sufficient pressure to overcome the hydrostatic head at the fitting. In the event that the reservoir circuit connected to it is desirable to provide automatic control of the correct liquid level in the reservoir|3 without continual adjustment by the operator, valve i3 may be replaced by a liquid controlled valve in a separate supply of additional liquid such as a tank of higher'elevation or a pressure main and arranged to supply additional liquid to the system when the level in the liquid reservoir reaches a predetermined minimum point with the liquid at its lowest level. which is always when the liquid is out of the brake with the displacement body raised. Such an arrangement is described elsewhere in this specification. r

If the invention is to be applied to high speed work, it is desirable to employ a slightly modified form of brake which I have illustrated diagrammatically in Figs. 4 and 5 as applied to the propeller shaft of an automobile. Referring in particular to Figs. 4 and 5, reference character 29 indicates in general a transmission housing having an outer flanged cylindrical extension 2| and an inner hollow extension. or spud 22 carrying ball bearings 23 upon which is mounted the hub of a brake rotor 24 having blades 25, of which two, diametrically opposed, appear (in section) in the showing. The configuration of the blades 25 and their relationship to the rotor hub 24 are clearly illustrated in the showing of Fig. i3. Bolted or otherwise secured to the flange of the housing extension 2| is a dish-shaped shell 26 forming with extension 2| a' fixed casing for the brake rotor and clutch mechanism hereinafter described. A seal plate 21 carrying packing 23 forms with the extension 2| a liquid-holding chamber 29 in which the blades 25 rotate. Fixed stator-blades 39 are integrally cast with, or otherwise attached to the extension 2| on eitherside of blades within the liquid holding cham--- ber 29 and cooperate with any liquid in the chamber to exert a-braking' action on the rotor 24. A liquid inlet'3i and outlet 32 are provided for the chamber 29 and communicate respectively .with

the lower and upper portion of a liquid reservoir 33 in which liquid normally reposes at-a level below that of inlet 3| when the brake is not in use. Within the reservoir-a movable .displace is disposedso as to be readily raised or lowered by means of link 35, bell crank- 36 .and sleeve 31. In operationthe actionof the brake rotor and stator, the reservoir and displacement body is .the same as that previouslydescribed in -the disc element 40 of 9.

I9 4 when the brake rotor is idle. The liquid body in the the sleeve 31 connection-with gs. 1 to 3, inclusive. However, in the .modiilcati n shown in Figs. 4 and 5, )shaft 38, which is the element to be braked, is provided with a splined portion 39 on which is mounted disc-type clutch, .free to move axially oi the shaft but fixed against rotation relative thereto. An annular member 4|, secured to the hub of rotor.24, has a face 42 for engaging one side of disc 40. Opposed to member 4| on the opposite side of disc force the .disc against face 42 and hold it there when the clutch is engaged thus causing the rotor 24 to be actuated by the shaft 38 through the-disc 40 and member 4|. The clutch shown is normally kept in the released position shown in full lines in Fig. 4 by means of a coil spring 44',

springs, acting through levers 41 to throw the' thrust collar outwardly against the end of lever 45.

-In Fig. 5 I have illustrated means by which the brake clutch and displacement body may be actuated from the same pedal. A pedal 48, pivoted as at 49 is connected through a link 50 with a reciprocable rod 5| which passes through an abutment 52 and through the lever 45 terminating .in a threaded'portion' carrying a nut 53 and washer 54. Coil spring 44 is placed around rod 6| between the abutment 52 and lever 45 40 is a spring-pressed clutching member 43 adapted to while a coil spring 55 similar to 44 but less resilient is placed around rod 5| between the lever 45 and washer 54.

Sleeve 31 which operates the bell crank 36 and hence the displacement body 34 is slidable on the rod 5| and is provided with a slot 55 accommodating pin 51 on the rod. A stop 58 limits the movement of the lever 45. As illustrated in full lines the pedal is in its uppermost position, the clutch is disengaged and the displacement reservoir is raised out of the liquid. To apply the brake the pedal 48 is depressed causing rod 5| to move to the left. As spring 55 is less resilient than spring 44', the initial movement of rod 5| causes the lower end of lever to move toward the stop 58 while compressing spring 44. During this initial movement, the rod 5| and the pin 51 thereon slide freely relative to until the'lever 45 engages the stop 58 at which time the pin 51 has traveled the length of the slot 56 and engages the sleeve 31, After lever 45 engages stop 58 further depression of pedal 48 causes rod,5| to compress spring 55 and to carry the-sleeve 31 to the left, moving the bell crank 36 against a spring 59 and thereby.

lowering the displacement body 34, in the reservoir and causing liquid to enter inlet 3|. The

- liquid entering the inlet causes resistance to ro- When the pedal is relieved of pressure the sequence of movement is reversed; the sleeve 31 r and bell crank 36 moving back'to their original position under the action of spring 59 thus raising the displacement body 34 out of the liquid in ered below the level of the brake inlet-3i whereby the chamber 29 in the brake is drained of liquid. The spring 55 has then expanded to its original state and further movement of the rod 5! releases the tension on lever 45 permitting spring 44 to returnit to its original position in which the clutch is disengaged. In order to prevent the liquid in the reservoir from falling below a desired minimum level I provide a storage tank corresponding to tank 90 (see Fig. 6) at a higher 7 check valve 53.

No attempt having been made in thedrawings to represent the relative parts in their true proportions or limit the respective positions which they may occupy, it is to be understood that the displacement body should be capable of raising the liquid inthe reservoir to a level at which the maximum amount of liquid desirable is introduced to the liquid chamber. 29 through inlet 3L Furthermore, in automotive or other applications in which the relative positions of the reservoir and the brake may vary with respect to the horizontal owing to inclination of the device to which the brake is applied, it is to be understood that the invention contemplates the use of two or more reservoirs on opposite sides of the brake and interconnected so that regardless of the inclination of the system the average head of liquid acting on the brake inlet will remain the same as if the system were fixed in one definite horizontal plane.

Figs. 6 and 7 illustrate this modification of the invention. As shown, two reservoirs 13 and M are provided, disposed symmetrically about the axis of the rotor, and carried by a supporting frame 12. The reservoirs are joined by conduit 15 having a branch 16 leading to inlet 3! of the rotor chamber, as shown. Outlet 32 of the rotor chamber is in communication with the top of the reservoirs through conduits l8 and 19. The

} floats 34 are operated by a linkage comprising links and bell cranks 80 mounted on an axle 8|, journaled as at 82 on a frame or other support 83, which conveniently is the frame of the automobile. Pedal 48 is' mounted on an axle 85, journaled as at 86 on frame 83, and theaxle is provided with arms 81 keyed thereto as at 88. The arms are pivotally attached to a pair of links 89 which operate the bell cranks. The pedal is normally held in a rearward position by a rod 5| and spring 55 hearing against lug 52 on the housing. An elevated-liquid reservoir 90 is provided, joined, through an enclosed noat valve control 9i similar to float valve control 6| (Fig. 4), with inlet 3|. A stand pipe 92 in the closed float valve chamber 93 extends hp to adjacent the upper level of the rotor. A conduit 94 connects the reservoir and the float valve control, and a'pair of conduits 95 joins the float valve control with the reservoirs, as shown. If desired, the open float of Fig. 4 -can:be substituted for the arrangement shown.. The operation of -4 ',his.modification is similar to that of the other devices described. The level of liquid in the rotor' 2,055,297 the reservoir 35 and causing the level to be low- 7 chamber is undisturbed by tilting of the reservoirs away from level. n

My invention is not intended to eliminate the brakes ordinarily used for efiecting a stop in devices to which it is applied, but it may be used to reduce the speed of the element to be braked before applying thepositive braking mechanism. Such use ofiers many advantages. For example, with trucks and buses where the route covers a hilly district, it previously has been necessary to proceed downhill with the engine in low gear to prevent overheating and excessive wear on the mechanical friction brakes and. to prevent excessive speed which the mechanical brakes cannot adequately control. When my invention is applied to such service it affords a drag of variable intensity so that hills can be negotiated by heavy vehicles at safe speeds and these speeds reduced when desired but complete stoppage of thevehicle will at all times be effected by the other brakes now existing. In addition the wear on the mechanical friction brakes will be very much reduced as they will only be used for final stopping or for emergency.

other practical advantages of my device are: In operation, quick control of resistance is afforded. When the direction of rotation of the rotor is reversed and it is desirable to have the brake offer ,no resistance to such rotation, the

- liquid may be drained from the brake casing without waste; and in addition, in cases of emergency the brake is made immediately available by the simple throwof a lever or like operation. The operation of the brake depends in no way on an external source of water pressure.

' The control element, comprising the reservoir and displacement body, may be conveniently placed at the station of the operator.

In highspeed work the rotor may be instantly disengaged from the element to be braked, thus offering no resistance when the brake is not applied.

While the device here shown and claimed has been above described particularly in its application to brakes used in connection with drilling rigs and automobiles, it is to be understood that the invention is not limited to such application. For example, the modification described in connection with the application of my invention to automotive use may readily be adapted for use in high speed hoisting work Where it is desirable to have no resistance to the hoisting operation.

What I claim is:-

1. A hydraulic brake comprising a rotor actuated by a rotary element to be braked, a stator fixed against rotation, said brake acting to circulate liquid through a reservoir, the liquid level a in which determines the braking resistance developed by the brake, means for varying the level of liquid in the reservoir and a gradually engageable clutch acting between said rotor and said element and arranged to. be engaged or disengaged irrespective of the direction of rotation of the rotary element to be braked.

2. A hydraulic brake comprising a rotor actuated by an element to be braked, a stator fixed against rotation, said brake acting to'circulate liquid through a' reservoir the liquid level in which may be varied between one at which no liquid circulates and one at which the maximum amount of liquid circulates at any given speed of said rotor to vary the braking resistance developed by the brake from minimum to maximum respectively, means for varying'the level ofliquid I varying means, said acting to circulate liquid increasing with an increase acting between said rotor and said element and means for actuating said clutch and said level actuating means being adapted to cause engagement-of the clutch before causing variation of the level .of liquid in the' reservoir when applying the brake and disengagement of the clutch after causing variation when releasing the brake. I

3. A hydraulic brake comprising a rotor actuated by an element to be braked, a stator fixed against rotation forming a liquid-holding chamber surrounding said rotor, liquid inlet to and liquid outlet from said chamber, a reservoir connected at the bottom to said inlet and at the top to said outlet, liquid in said reservoir at a level normally below the level of said inlet, said brake through said reservoir, and the braking resistance developed by the brake increasing proportionally to an increase of liquid level in the reservoir over that of said inlet, displacement means to vary the level of liquid in said reservoir, a clutch acting between said rotor and said element and means for actuating said clutch and said level varying means, said actuating means being adapted to cause engagementof the clutch prior to causing the displacement means to raise the level of liquid in said reservoir when applying the brake and to reverse the order of actuation when releasingthebrake.

4. A hydraulic brake comprising a rotor actuated by an element to be braked, a stator fixed against rotation and forming a liquid-holding chamber around said rotor, a liquid inlet at a low pointin said chamber and a liquid outlet at a high point, a liquid reservoir connected at the bottom with said inlet and at the top with said outlet, liquid in said reservoir at a level normally below the level of said'inlet, displacement means forjraising or lowering the level of liquid in the reservoir, the braking resistance of said brake of liquid level in said reservoir over said inlet level, a clutch between said rotor and said element, and means to actuate said clutch, and said displacement means, said actuating means acting to engage the clutch prior to causing the displacement means to raise the liquid level in said reservoir when. applying said brake and acting to cause the displacement means to lower the liquid level in said reservoir prior to disengaging the clutch when releasing the brake. I

5. A hydraulic brake-comprising a rotor actuated by an element to be braked, a stator formg a liquid-holding chamber around said rotor, an inlet to said chamber at a low point andan outlet at a high point, a liquid reservoir connected at thebottomwith said inlet and at the top with said outlet, liquid in said reservoir nor- I provided for engagingsaid .clutch before m in the reservoir when mally at a level below said inlet level, a mova le displacement body adapted to raise or lower he level of liquid in said reservoir and a clutch between said rotor and said element to be braked.

6. The brake of claim 5 wherein mean are said displacement body to raise the level of Equid applying said brake and I moving said displacement body'to lower the level or liquid prior to disengaging the clutch when releasing said brake. a

7; A hydraulic brake to-be applied to a rotating element which is intermittently to be braked and rotor with said element ving to be permitted free and unrestricted rotation, comprising a rotor, a cooperating; stator, a reservoir for braking liquid, the rotor and stator cooperating to circulate liquid through the reservoir, a gradually engageable and disengageable clutch acting between the rotor and the braked element and adapted in one postion to lock the rotor with said element and in another position to disengage the rotor and said element, so as to free movement of said stop the rotor and allow element, and means for varying the level of liquid in the reservoir whereby the braking action of the brake may be varied. r

8. A hydraulic brake adapted to be applied to a rotating element which is intermittently to be braked and permitted free and unrestricted rotation, comprising a rotor surrounding and coaxial with the rotating element, a cooperating stator fixed against rotation, a reservoir culate liquid through the reservoir, a gradually engageable and disengageable clutch acting between the rotor and the braked element and adapted .in one position to lock the rotor with respect to said element and in another position to for braking liquid, the rotor and stator cooperating to-cirof the brake in engaged clutch -position may be I varied. f

9. A hydraulic brake for automobiles and adapted to be applied to a rotating element which is intermittently to be braked and to be permi ted free and unrestricted rotation, comprising a ro or,

a cooperating stator fixed against rotation, at

reservoir for braking liquid, the rotor'and stator cooperating to circulate liquid through the reservoir, a gradually engageable and disengageable clutch acting between the rotor and the braked element, and adapted and in another position to disengage the rotor so as to stop it and allow free movement of said element, pedal means for and means forvarying disengaging the clutch, the level of liquid in the reservoir whereby the braking action of the ,brake in engaged clutch position may be varied.

10. A hydraulic brake adapted to be applied to a rotating element which is intermittently to be braked and to be permitted free and unrestricted rotation, the brake being further adapted to operate efilciently even when the parts thereof are off level, the brake comprising stator, a pair'of reservoirs a rotor, a cooperating for braking liquid disposed symmetrically about the axis of the rotor,

the rotor and stator cooperating to circulate liquid through the reservoirs, a gradually engage liquid in the r ser- ABBOTT A. LANE. I

in one position to lock the I -6. able and disengageabie clutch acting between the A rotor and the braked element and adapted in one position to lock the rotor with said element and 

